Axle structure



AXLE S TRUCTURE Filed July 30, 1934 2 Sheets-Sheet l INVENTOR H rgihllr Wfierring' 012,

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A. w. HERRINGTON V 2,086,5{120 AXLE STRUCTURE Filed y 3 1934 2 Sheds-Sheet $3 III/7. Z

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ATTORN EYS Patented July 6,. 1937 v v I UNITED STATES PATENT oFFicEf AXLE STRUCTURE Arthur W. Herrington, Indianapolis, Ind., assignor to Marmon-Herrington Company, Inc., Indianapolis, Ind., a corporation of Indiana Application July 30, 1934, Serial No. 737,513

11 Claims. (Cl. 180-43) The primary object of my invention is to propress-fitted into each perforation is a trunnion vide a design for an automobile axle of the powerpin 25 having an ensmalled inner end projectdriven steering Wheel type which may be acing into the adjacent bearing ring Each pin curately produced, in unusually sturdy form, at 25, at its outer end, is provided with a threaded reduced cost. pocket 26 for the reception of pulling mechanism 5 Further objects of my invention are to provide (not shown) necessary to outwardly extract the the various improvements in details of constructrunnion pins.

tion hereinafter pointed out, The annular seats 24 are pierced by threaded The accompanying drawings illustrate my inperforations 21 for the reception of threaded cap vention. screws 28. 10

Fig. l is an axial section'in the vertical plane Three of the four trunnion P o tWO of one end of embodiments of my improved wheels) are each vertically positioned by a plate structure, the upper half showing one arrange- 9, th o Which sCreWS 28 pass, and shims ment of wheel rim and universal joint and the (more or less) interposed either between plate lower half showing another arrangement of those 9 and t e trunnion D as shown, between he 15 parts; 1 plate and the seat 24.

Fig. 2 is a fragmentary sectional detail showing O O the upper trunnion p is v rtic lly the arm to which is pivoted the usual stretcher p sit by a plate Which is integral with the rod (not shown) for connecting two steering steering arm 3| which is connected by the usual wheels; linkage with the steering post, intermediate shims 20 Fig. 3 is a fragmentary sectional detail showing 30, more or less, being used when necessary. a modification in the structure of the main shell It is hi h y imp that the trunnion pins of the axle casing; be produced to a high degree of accuracy in Fig. 4 is a fragmentary sectional detail, showd r that their s y be a u a y in lin ing a modification of bearing seal, and with each other and with the axis of the universal 25 Fig. 5 is a fragmentary sectional view of a part j t (to be described). Which forms pa t O the 0f t e brake-drum and adjacent parts. power shaft, and that they be non-corrodible.

In the drawings l0 indicates one end of th It is for those reasons that I make the trunnion middle, or main, shell I I of an axle of the power- P separate from the plates 0r as by s0 driven steering wheel type, said main shell, as doing these pins may be readily accurately ground 30 will be understood, having a middle enlarged porand y be made of a relatively expensive tion (not shown) within which is journalled an terisl, such as high chrOme steel, Wi hout 1mappropriate differential gearing. duly adding to the cost of production.

The precise manner by which part It) is made It will be readily understood that if that one rigid portion of the main shell is immaterial, alof the trunnion pins which is immediately asthough for convenience in machining, said part sociated with arm 3| were integral therewith, H] is initially non-integral with part II. For much unnecessary expenss would be involved in instance, in Fig. 1, part I!) has a portion l0 making the entire piece of such expensive masleeved into shell II and is welded thereto, as interial and, in any event, such integrality would 40 dicated at I, whereas, in Fig. 3, parts In d practically prevent accurate grinding of the pin 40 H are provided with mating flanges l2 which p Connected y bolts Non-integrality of the trunnion pins and their Part H), at its outer end is a hollow spherical retaining plates also avoids possibility of unduly ment l4 having ypposed vertistressing the parts by stresses exerted through cal-axis, outwardly-faced bearing pockets is for the cap screws 28, and avoids unnecessary expense 45 the reception of ball bearings comprising th as to plates 29. Tings l6, l7 d balls The housing 20 is not split vertically, as has Supplementing the shell |||0, at each end, is heretofore been the custom, but is an integral a sleevelike swinging housing 20, having a cylelement, generally cylindrical in form so that it inder end 2|, into which se ent l4 projects, may be readily and accurately machined. The 50 and a cylindrical end 22 within which the Wheel portion 2| is open at its inner end so as to sleeve u s 30 1 over ball l4 and is supplemented by a ring 35,

Part 2| of housing 20 is provided with diaheld in place by cap screws 36, in which is an metrically-opposed perforations 23 each flanked, annular felt packing 38 engaging ball M to ex- 66 at its outer end by a fiat annular seat 24 .and clude dirt and'water. Preferably integral with each ring 35 is a stretcher-rod-arm39 to which a stretcher-rod may be pivoted.

Within portion 22 of housing 20 are two annular bearing pockets 40, 40, preferably oppositely faced, for the reception of the outer races 4| of roller bearings.

Housing 20, at the junction between its portions 2| and 22 is provided with an annular seat 42 upon which is secured, by cap screws' 43, the

backing plate 44 of the brake assembly 45. The

details of this brake assembly form no part of my present invention and it is therefore only illustrated diagrammatically.

The wheel hub H (wheel driving flange) comafoeacoo prises a cup-like portion 50, which is sleeved over the outer end of portion 22 of housing 20; "an external annular flange 5|; and an axial sleeve 52 which is internally splined as indicated at 53.

Externally, sleeve 52 is provided with bearing race seats 54, 54 for the reception of the inner races 55, 55 of the roller bearings previously mentioned.

The outer seat 54 is flanked by the annular shoulder 56 and the inner seat 54 is flanked by threads upon which is mounted the nut 51 by when the roller bearings may be adjusted.

The flange 5| is provided with an outwardlyfacing annular seat 58 for the reception of the brake drum 59, detachably retained in place thereon by comparatively light screws Bll passing therethrough into threaded perforations in flange 5|.

The carrying plate 65 for the wheel rim 58 sleeves over cup 50 overlying the brake drum, and the wheel torque and brake-drum torque are taken by heavy bolts 61 projecting outwardly through flange 5| and having outwardly-removable nuts 68 engaging plate 65.

It will be noted that the brake-drum being mounted upon the outer face of flange 5| it is possible to remove the brake drum, for adjustment or repair of the brake unit, without disturbing anything but the wheel proper, nuts 68 and screws 60. a

Mounted within each end of the above-described structure is a driving shaft structure comprising an inner shaft section 10, an outer shaft section II, and an intermediate'universal joint I2, preferably of the uniform velocity type. The shaft sections 10 and II have splined ends which non-rotatively engage the diiferential gearing and splines 53, respectively, in a manner permitting axial movement.

In the upper half of Fig. 1 the female element of theuniversal joint I2 is shown as carried by shaft section 10 and the male element by shaft section 1|. while in the lower half of F g. 1 these universal joint elements are shown reversed. In the lower part of Fig. 1 rim 66 is shown somewhat wider than it is in the upper part.

It is important that the center of the universal joint 12 be accurately in the plane of the axes of the two shaft sections 10, H and this is insured by proper axial adjustment of the trunnion pins.

It is also important that the center of joint 12 be accurately in the line of the axes of the trunnion pins, but it is extremely dificult to so adjust the parts.

I therefore provide room for concurrent axia shifting of the shaft units and arrange a light compression spring to act upon the outer'end of each shaft section said spring abutting plate 8| which closes the outer end of the splined bore of sleeve 52 and is held in place by any suitable means, as by peening. I

An annular dust seal in the mouth of cup 58 and an annular dust seal 86 in the outer end seal against dirt and water entering the wheel bearings. It will be readily understood that those sealing rings may be reversed, as indicated at 85 in Fig. 4.

Further protection is provided by a thin metal ring 8'! between shoulder 56 and adjacent bearing race 55, and ring 88 between nut 51 and adjacent bearing race 55.

The entire interior of housing 20 and ball l4 may be lubricated through a single fitting 90 in plate 8| and a bore 92 through shaft section II into the universal joint.

The'bearings for hub H are packed with suitable grease for extended operation, and the lubrication thrown centrifugally from the universal joint provides sufficient lubrication for the trunnion bearings.

Each of the housings 20 is provided with the usual stretcher-bar arm (not shown) in the axial plane and substantially at right angles to arm 3|, to be connected by the usual stretcher-bar.

It will be noted that the outer races 4| of the v portion 52 of the hub H affords ample room for a wide separation of the two roller bearings,

while provision of the cup portion 50, sleeved over the outer end of the housing 20, together with the circumferential flange 5|, makes possible a thorough protection of the nuts 58, said nuts lying in a plane well inside of the plane of the outer endof hub H. Hub H has a smooth outer end and rounded corners and has ample thickness to afford a suflicient depth for the protective pocket and, without unduly extending the lateral extent of the structure as a whole, lies in the position where, if brought into collision with portions of the terrain will effectively guard the nuts 68 so that they cannot become battered in service.

This is an especially important feature, especially in connection with war vehicles which must be driven over rough country and which in times of emergency must afford ease of removal of wh els and brake drums The hub H, for war vehicles especially, may be readily formed of a steel forging which may be heat treated and the character of the cup portion 50 with itsflange 5| is such as to afiord a maximum of bullet proof protection to the vulnerable portions such as the wheel bearings, trunnion bearings and universal joints.

I claim as my invention:

1. An axle structure comprising a main shell having a ball end, a swiveled housing with its inner end sleeved over said ball end and its outer end provided with axially-spaced internal beari'ligpockets, swiveling connections between said ball end and housing, a wheel hub having ing, and an external circumferential flange in.

a plane between said pockets, bearings in said pockets for said axial sleeve, a shaft structure comprising a shaft section splined and freely axially movable within said hub sleeve, the shaft section rotatable within the main shell, an intermediate universal joint within the ball end of the main shell, and an axially adjustable element carried by the inner end of said sleeve and engaging the inner bearing.

2. An axle structure comprising a main shell having a ball end, a swiveled housing with its inner end sleeved over said ball end and its outer end provided with axially-spaced internal bearing pockets, swiveling connections between said ball end and housing, a wheel hub having an axially internally-splined sleeve projecting through said bearing pockets, a cup portion sleeved over the outer end of the swiveled housing, an external circumferential flange in a plane between said pockets, bearings in said pockets for said axial sleeve, a shaft structure comprising a shaft section splined and freely axially movable within said hub sleeve, the shaft section rotatable within the main shell, an intermediate universal joint within the ball end of the main shell, and an axially adjustable element carried by the inner end of said sleeve and engaging the inner bearing, and a compression spring interposed between the outer end of said first-mentioned shaft section and the wheel hub.

3. As an article of manufacture, a power delivering element for automobile axles comprising an axially splined tubular portion and an integral cup portion at one end with the circumferential wall of the cup portion overlying and radially spaced from said tubular portion and carrying an external circumferential flange, said tubular portion having two axially-spaced external bearing seats one of which is within the cup portion, the plane of said flange'being between the planes of the two bearing seats.

4. An axial structure comprising a tubular casing element, a power-delivery element having a portion sleeved within the outer end of said casing element and an integral cup portion sleeved over the outer end of said casing element and formed externally to receive a wheel, bearing means interposed between said casing element and power-delivery element having an effective axial extent intersected by the plane of the said wheel-receiving formation, and adjustable means within the inner end of the casing element and at the inner end of said sleeved portion for determining the relative axial relation of said casing and sleeved portion.

5. An axle structure comprising a tubular casing element, a power-delivery element having a portion sleeved within the outer end of said casing element and an integral cup portion sleeved over the outer end of said casing element and an external wheel-receiving flange, two oppositelyfacing axially-spaced bearings interposed be tween said casing element and power-delivery element and capable of resisting axial thrust, one upon each side of the plane of said flange, and removable means at the inner end of said sleeved portion restraining outward axial movement of said power-delivery element.

6. An axle structure comprising a main shell, a tubular swiveled housing swiveled at its inner end upon the outer end of the main shell, said swiveled housing being provided at its outer end with a tubular portion having internal bearing pockets, a wheel hub having an axially internallysplined sleeve projecting through said bearing universal joint within the swiveling connection between the main shell and swiveled housing.

7. An axle structure comprising a main shell,

a tubular swiveled housing swiveled at its inner end upon the outer end of the main shell, said swiveled housing being. provided at its outer end with'a tubular portion having internal bearing pockets, a wheel hub having an axially internallysplined sleeve projecting through said bearing pockets, an integral cup portion sleeved over the outer end of the swiveled housing, and an external circumferential flange in a plane between said bearing pockets, bearings in said pockets for said axial sleeve, means at the inner end of said sleeve for holding the hub against outward axial removal, a shaft structure comprising a shaft section splined and axially movable within said hub sleeve, a shaft section rotatable within the main shell, and an intermediate universal joint within the swiveling connection between the main shell and swiveled housing, and a compression spring interposed between the outer end of said first-mentioned shaft section and the wheel hub.

8. An axle structure comprising a main shell. and a swiveled housing the adjacent ends of which are sleeved one within the other, and the outer member pierced by upper and lower perforations, upper and lower bearings carried by the inner member registering with said perforations, upper and lower trunnion pins sleeved in said perforations and projecting axially into said bearings and engaging the same to resist axial thrust, two independent cover plates each forming a non-integral abutment for the outer end of one of said trunnion pins, and means clamping said plates upon said outer member.

9. An axle structure comprising a main shell having a hollow ball end, a swiveled housing with its inner end sleeved over said ball end and provided with upper and lower perforations, upper and lower bearings carried by said ball end within the swiveled housing, upper and lower trunnion pins sleeved in said perforations and pro- J'ecting axially into said bearings and engaging the same to resist axial thrust, two independent cover plates each forming a non-integral abutment for the outer end of one of said trunnion pins, and means for clamping said plates upon the swiveled housing.

10. An axle structure comprising a main shell having a. hollow ball end, a swiveled housing with its inner end sleeved over said ball end, a swivel connection between said ball end and housing, internal bearing pockets formed within the outer end of said housing, bearings capable of resisting axial thrust mounted in said pockets, a wheel hub comprising an internally-splined tubular axial portion supported within and by said bearings and a cup portion sleeved over the outer end of said housing, and a driving shaft section splined and freely axially movable within said tubular axial portion.

11. An axle structure comprising a main shell having a hollow ball end, a swiveled housing with 4' v I v 2,036,500-

its inner end sleeved over said ball end, a swivel ings and a cup portion sleeved over the outer end connection between said ball end and housing, inof said housing, a driving shaft section spllned ternal bearing pockets formed within the outer and freely axially movable within said tubular end of said housing, bearings capable of resist-' axial portion, and a compression spring inter- 5 ving axial thrust mounted in said pockets, a wheel posed between the said wheel hub and the outer hub comprising an internally-splined tubular end of said shaft section.

axial portion supported within and by said bear- ARTHUR W. HERRINGTON. 

